Resilient bearing adapters for railway trucks

ABSTRACT

A railway truck having a resilient pad positioned between the bearing adapter and side frame. The resilient pad includes a body of elastomer in compression load carrying relation between the load carrying surface of the side frame and load receiving surface of the bearing adapter with an upper surface conforming to the load carrying surface and a lower surface conforming to the load receiving surface. The body has integral spaced flanges extending upwardly beyond the upper surface in straddling engagement with the side frame. In addition, the body and bearing adapter includes portions integral therewith providing means interlocking the lower surface of the body relative to the bearing adapter.

United States Patent Sherrick Oct. 24, 1972 [54] RESILIENT BEARING ADAPTERS FOR Primary ExaminerGerald M. Forlenza RAILWAY TRUCKS Assistant Examiner-Howard Beltran 72 Inventor: James w. Sherrick, Edinboro, Pa. Atomey-james wright [73] Assignee: Lord Corporation, Erie, Pa. 57 ABSTRACT [22] Filed: Nov. 25, 1970 Appl. No.: 92,717

A railway truck having a resilient pad positioned between the bearing adapter and side frame. The resilient pad includes a body of elastomer in compression load carrying relation between the load carrying surface of the side frame and load receiving surface of the bearing adapter with an upper surface conforming to the load carrying surface and a lower surface conforming to the load receiving surface. The body has integral spaced flanges extending upwardly beyond the upper surface in straddling engagement with the side frame. In addition, the body and bearing adapter includes portions integral therewith providing means interlocking the lower surface of the body relative to the bearing adapter.

8 Claims, 9 Drawing Figures PATENTEDucI 24 I972 3 6 99 897 snmaura +5 Fig. 3.

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INVENTOR JAMES W. SHERRICK mlmmwm fi ATTORNEY PATENTED 24 I97? 3 6 99 8 9 T sum 3 or 4 32' 50 30' 50b 50b 4m 34 I 26 26 g2! I I I a 20' 2 U w "*1 24' 2O Fig. 6.

INVENTOR JAMES W. SHERRICK ATTORNEY PATENTED 24 I972 3.699.897

SHEET 0F 4 'IIIIIIIIIIIIIIIIIIIIIJ INVENTOR JAMES w. SHERRICK aYzamwlUm' kx' ATTORNEY RESILIENT BEARING ADAPTERS FOR RAILWAY TRUCKS This invention relates to railway trucks and more particularily to a railway truck including an improved resilient pad positioned between the bearing adapter and side frame which accommodates while cushioning axial movements of the axle relative to the side frame. The resilient pad is specifically designed so as to eliminate the requirement of machined mating surfaces and to minimize the extent to which the side frame must be raised relative to the axle in order to receive such a pad between the bearing adapter and side frame.

As is well known, the wheels of a railway truck are generally conical shaped such that a set of wheels spaced axially of an axle may continuously accommodate for variations in the spacing of the tracks. This encompasses some shifting of the axle transversely to the tracks. Conventional railroad trucks employ plain friction bearings for mounting the side frames to the axles. These plain friction bearings permit the axle to shift a limited amount transversely of the tracks prior to imparting similar transverse movement to the side frame and the railway car carried by the truck.

However in recent years for reasons that need not be discussed here, the railway industry has almost completely resorted to the use of anti-friction bearings such as roller bearings in new railway trucks. With the utilization of anti-friction bearings, very little, if any, movement of the axle transversely of the tracks relative to the side frame is permitted. Accordingly, the railway car carried by the truck is being continuously subjected to shock and shifted to cause excessive wear on various portions of the railway truck and railway car and damage to lading carried within the railway car.

Specially designed cooperating resilient means, bearing adapters and side frames have heretofore been provided in railway trucks utilizing anti-friction bearings which will accommodate while cushioning axial movement of the axle relative to the side frame. For instance, reference is made to Thomas, U. S. Pat. No. 3,274,955 issued Sept. 27, 1966 and assigned to the assignee of the present invention. The arrangement there described comprises a body of elastomer bonded between a plate which interlocks with the side frame and a bearing adapter. While this arrangement has been found satisfactory, performance wise, it hasnot received substantial commercial acceptance because of the extent to which the side frame is raised and the requirement of a specially designed bearing adapter to which the body of elastomer is bonded.

Another approach is described in Jones, U. S. Pat. No. 3,381,629 issued May 7, 1968. The arrangement there described includes a separate resilient pad comprising a body of elastomer bonded between spaced apart rigid plates. The upper plate is substantially planar whereas the lower plate includes downwardly depending flanges. The resilient pad is positioned between a specially designed side frame and the bearing adapter with the specially designed side frame having flanges which straddlingly engage portions of the resilient pad and with the flanges of the lower plate straddlingly engaging the bearing adapter. As will be apparent, this arrangement requires a specially designed side frame and thus, the arrangement is not readily suitable for trucks employing conventional side frames. In addition the provision of the metal plates necessitates metal to metal contact of the resilient pad to both the side frame and bearing adapter which presents problems with proper mating of surfaces and the uniform transmission of loads therebetween. A further disadvantage is the space consumed by the metal plates between the side frame and bearing adapter to thus cause problems in vertical alignment between couplers on adjacent railway vehicles not similarily equipped.

Accordingly, it is an object of the present invention to provide a railway truck having an improved resilient pad positioned in compression load carrying relation between the side frame and bearing adapter for accommodating while cushioning axial movement of the axle relative to the side frame.

A further object of this invention is to provide such a railway truck having a resilient pad which provides elastomer-metal contact and thus, eliminates metal to metal contact between the resilient pad and side frame and bearing adapter.

Another object of the present invention is to provide such a railway truck having a resilient pad wherein the extent to which the side frame must be raised relative to the bearing adapter is minimized.

Briefly, in accordance with the present invention the above objects are accomplished by providing in a railway truck, an axle extending transversely of the truck, a bearing carried axially of the axle, a side frame having downwardly depending pedestal jaws spaced fore and aft of the bearing, a bearing adapter overlying and carried by the bearing having lugs spaced on opposite sides thereof axially of the axle straddling the pedestal jaws to provide limited end play clearance for axial movement of the axle relative to the side frame. The improved resilient pad is disposed in compression load carrying relation between a load carrying surface defined between the pedestal jaws of the side frame and bearing adapter. Generally stated, the resilient pad comprises a body of elastomer having an upper surface conforming to and bearing on the portion of the side frame between the pedestal jaws and a lower surface conforming to and bearing on the bearing adapter. Flanges integral with the body are spaced axially of the axle and extend upwardly beyond the upper surface in straddling engagement with the side frame to prevent relative movement of the upper surface and side frame axially of the axle and the body and adapter have interlocking means which prevent relative movement of the lower surface and adapter axially of the axle. In a preferred arrangement, the interlocking means includes flanges integral with the body spaced axially of the axle and depending downwardly beyond the lower surface in straddling engagement with the adapter. ln this manner, the entire portion of the body between the side frame and bearing adapter is free to yield in shear axially of the axle to accommodate relative axial movement therebetween while cushioning such movement.

Some of the objects of the invention having been stated, other objects will appear as the description proceeds, when taken in connection with the accompanying drawings, in which:

FIG. 1 is a fragmentary side elevational view of a portion of a railway truck constructed in accordance with the present invention;

FIG. 2 is an exploded fragmentary view of a portion of the railway truck of FIG. 1 illustrating the relationship of the axle, bearing, bearing adapter and resilient pad;

FIG. 3 is an enlarged fragmentary sectional view taken substantially along the line 3-3 of FIG. 1;

FIG. 4 is a fragmentary sectional view showing the cooperation of the bearing adapter and side frame to limit the amount of relative movement that may be accommodated between the axle and side frame;

FIG. 5 is a fragmentary sectional view taken substantially along the line 5-5 of FIG. 3;

FIG. 6 is a fragmentary sectional view similar to FIG. 3 of a modified arrangement of the present invention;

FIG. 7 is a fragmentary sectional view taken substantially along the line 7-7 of FIG. 6;

FIG. 8 is a fragmentary sectional view similar to FIG. 3 of still another modified arrangement of the present invention; and

FIG. 9 is a fragmentary sectional view taken substantially along the line 9-9 of FIG. 8.

Referring more specifically to the drawings wherein like reference characters are employed, where possible, to indicate like parts, there is illustrated in FIG. 1 a fragmentary view of a railway truck, generally indicated at 10, constructed in accordance with the present invention. As illustrated, the railway truck 10 comprises an axle 11 which extends transversely of the truck 10. Wheels 12, only one of which is shown, are mounted on axle 11 adjacent ends thereof for rotation therewith. An anti-friction bearing 13 such as a roller bearing is suitably carried axially of the axle outwardly of the wheels 12. Side frames 14 only one of which is shown are disposed longitudinally of the truck outwardly of the wheels 12 and have downwardly depending pedestal jaws 15 and 16 spaced fore and aft of the bearing 13. The pedestal jaws 15 and 16 define a load carrying surface 17 therebetween which is positioned directly above the bearing 12.

A bearing adapter, generally indicated at 20 and as best illustrated in FIG. 2 of convention design, is received in overlying relation to and carried by the bearing 13. The adapter 20 comprises an elongate rigid member 21 having a slightly convex upper load receiving surface 22 extending longitudinally thereof and a lower concave surface 23 extending transversely thereof which is adapted to fit over and be received on the bearing 13. Lugs 24 having portions spaced on opposite sides of the body 21 axially of the axle innerlock with the bearing 13 to prevent relative movement therebetween axially of the axle 11 and straddle the pedestal jaws 15 and 16, FIGS. 1 and 4, to provide limited end play clearance for axial movement of the axle 11 relative to the side frame 14 without interference therebetween. The load receiving surface 22 of the adapter 20 is spaced directly beneath and presented toward the load carrying surface 17 of the side frame 14. The body 21 also includes a groove 25 extending longitudinally thereof and projections 26 disposed at opposite ends which extend outwardly therefrom. These projections 26 conventionally are provided to facilitate handling of the bearing adapter 20. Since the bearing adapter 20 described above is of conventional construction, it will be understood that the present invention in the preferred form does not necessitate the utilization of a specially designed bearing adapter. Where sufficient space is not available between lugs 24 and side frame 14, FIG. 4, to allow for the desired amount of relative movement, the spacing between lugs 24 may be increased by removing such as machining appropriate portions.

In order to accommodate while cushioning relative movement of the axle l1 and side frame 14 axially of the axle 1 1, a resilient pad, generally indicated at 30, is positioned between the load carrying surface 17 of the side frame 14 and load receiving surface 22 of the hearing adapter 20 and interlocked therewith, respectively, such that upon axial movement of the axle 11, the resilient pad 30 is deformed in shear. As best illustrated in FIGS. 2, 3 and 5, the resilient pad 30 comprises a body 31 of elastomer such as rubber having a generally parallelpiped configuration. The upper surface 32 conforms to and bears on the load carrying surface 17 of 1 the side frame 14 and the lower surface 34 conforms to and bears on the load receiving surface 22 of the bearing adapter. Thus, the resilient pad 30 is in compression load carrying relation between the side frame 14 and bearing adapter 20. Since the upper and lower surfaces 32 and 34 of the body conform to the contour of the load carrying and load receiving surfaces 17 and 22, respectively, as cast side frames 14 and bearing adapters 20 may be utilized. In addition, by the upper and lower surfaces 32 and 34 conforming to the contour of the load carrying and load receiving surfaces 17 and 22, respectively, load is more uniformily distributed between the side frame 14 and bearing adapter 20. Since the conventional bearing adapter 20 has a groove 25 extending longitudinally thereof, the resilient pad 30 preferally, as illustrated in FIGS. 3 and S, has a raised portion 35 extending longitudinally thereof downwardly beyond the lower surface 34 which mates with and is received in the groove 25 to insure a uniform distribution of the load and which helps to provide accurate alignment of the resilient pad 30 relative to the bearing adapter 20.

The upper portion of the resilient pad 30 is connected to or interlocked with the side frame 14 by a pair of integral flanges 36 spaced axially of the axle 11 which extend upwardly beyond the upper surface 32 in straddling engagement with opposite sides of the side frame 14, FIG. 3. The flanges 36 preferably have inclined ribs 37 which merge with the upper surface 32 such that when positioning the side frame 14 in place, initial contact with the resilient pad 30 is with the inclined ribs 37 which tend to center or properly align the side frame 14 relative to the resilient pad 30. The inclined ribs 37, in addition, accommodate for small variations in the width of the side frame.

The lower portion of the resilient pad 30 and bearing adapter 20 may be interlocked by various means. Preferably, as illustrated in FIGS. 1, 2, 3 and 5, the body 31 has flanges 38 integral therewith spaced axially of the axle which depend downwardly beyond the lower surface 34 in straddling engagement with opposite ends of the bearing adapter 20. In view of the projections 26 on the adapter 20, the flanges 38 include notches 39 disposed therein receiving the adapter projections 26. The cooperation of the projections 26 and notches 39 facilitate positioning and maintenance of the resilient pad 30 in alignment with the adapter 20.

The load carrying ability of the resilient pad 30 may be, if needed, markedly enhanced by an elongate rigid plate 40 disposed within and bonded to the body intermediate, preferably half way, the upper and lower surfaces 32 and 34 thereof which extends substantially parallel to the axis of the axle 11. While the plate 40 substantially increases the compression load carrying ability of the resilient pad 30, the plate 40 has little, if any, effect on the ability of the resilient pad 30 to shear and accommodate axial movement of the axle l1 relative to the side frame 14. Preferably, as illustrated in FIG. 3, the plate 40 projects axially of the axle beyond opposite sides of the side frame 14 to provide reinforcement for flanges 36 and 38.

By the arrangement described above, it will be apparent that the side frame 14 and bearing adapter need not be modified to accommodate the resilient pad 30 and provide the advantage associated therewith. Since the means interconnecting the resilient pad 30 with the side frame 14 and bearing adapter 20 are integral with the body 31 of elastomer and do not interfere or otherwise restrict shearing action of the resilient pad 30, the extent to which the side frame 14 must be raised in order to accommodate a sufficiently thick body 31 of elastomer which will function in the desired manner for an extended period of time is minimized. This is of particular advantage since the more the side frame 14 must be raised, the advantages of the resilient pad 30 begin to be overridden by the coupling problems presented in coupling and uncoupling of adjacent railway vehicles not similarily equipped.

in operation any forces tending to move the side frame 14 and axle 11 relative to each other axially of the axle 11 are accommodated by shearing of the body 31 of elastomer while cushioning the movement associated therewith. The inherent spring properties of the body 31 of elastomer tend toreturn the axle 11 and/or side frame 14 back to the neutral position. The extent to which the axle l 1 and side frame 14 can move relative to each other axially of the axle 11 is limited by the clearance between the bearing adapter lugs 24 and side frame 14. Typically, clearance is provided for up to about one-half inch relative movement which is usually sufficient to accommodate for variations in spacing of the railway tracks. While the main purpose of the resilient pad 30 is to accommodate for relative movement of the axle 11 and side frame 14 axially of the axle 11, it will be apparent that the resilient pad 30 also allows for some rocking and rotation of the side frame 14 relative to the axle 11, all of which provides for better operation of the railway truck 10.

FIGS. 6 and 7 show a modified bearing adapter and resilient pad with like parts indicated by like reference characters with the addition of a prime notation. As illustrated, flanges corresponding to downwardly depending flanges 38 of the body 31' have been deleted and two other expedients, either one of which is sufficient, utilized for interlocking the modified bearing adapter 20' and resilient pad 30'. One expedient resides in flanges 41 integral with the bearing adapter 20 spaced axially of the axle 11' and extending upwardly beyond the load receiving surface 22 in straddling engagement with the body 31. The other expedient resides in projections 42 integral with the body 31' spaced axially of the axle 11 and extending downwardly beyond the lower surface 34' and transversely of the axle 11' and received in mating recesses 43 within the bearing adapter 20 which extend downward beyond the load receiving surface 22'.

The plate corresponding to rigid plate 40 has been replaced by a rigid plate 50 which is placed relatively close to the upper surface 32' and projects axially of the axle 11' beyond opposite sides of the side frame 14' with the terminal end portions 50a projecting upwardly within the upwardly extending flanges 36 to provide added reinforcement therefor. In addition, pairs of tabs 50b cut from the terminal portions 50a extend outwardly beyond opposite ends of the body 31 axially of the axle 11' and project downwardly to straddle the adapter projections 26'.

FIGS. 8 and 9 show another modified bearing adapter and resilient pad with like parts indicated by like reference characters with the addition of a double prime notation. At opposite ends and centrally of the bearing adapter 20" there are grooves 51 extending transversely of the axle 11" receiving ribs 52 integral with body 31" which depend downwardly beyond the lower surface 34". The ribs 52 and grooves 51 cooperate to interlock the body 31" with the bearing adapter 20". Further interlocking is obtained by the load receiving surface 22" of the bearing adapter 20" and lower surface 34" of the body 31" defining complimentary convex and concave surfaces extending axially of the axle 11''. in addition the complimentary surfaces 22" and 34" cooperate to provide a combination of shear and compression when the resilient pad 30" accommodates relative movement between the axle 11" and side frame 14" axially of the axle 11". A further interlocking expedient is provided in a projection 52 integral with the body 31" extending downwardly beyond the lower surface 34" and transversely of the axle 11" and received in a mating recess 53 with the bearing adapter 20" which extends downwardly beyond the load receiving surface 22". Any one of the above interlocking expedients is sufficient. The plate corresponding vto rigid plate 40 has been replaced by a rigid plate 60 embedded in the body 31" and formed to be generally parallel with the lower surface 34" of the body 31" and load receiving surface 22" of the bearing adapter 20". The plate 60 projects beyond opposite sides of the side frame 14" with the terminal end portions 600 upwardly extending flanges 36" to provide added reinforcement therefor.

In the drawings and specifications, there has been set forth a preferred embodiment of the invention, and although specific terms are employed, they are used in a generic and descriptive sense only and not for purposes of limitation.

What is claimed is:

1. In a railway truck, an axle extending transversely of said truck, a bearing carried axially of said axle, a side frame having downwardly depending pedestal jaws spaced fore and aft of said bearing and a load carrying surface defined between said jaws and positioned directly above said bearing, a bearing adapter overlying and carried by said bearing, said adapter having lugs spaced on opposite sides thereof axially of said axle and straddling said pedestal jaws to provide limited end play clearance for axial movement of said axle relative to said side frame and having a load receiving surface spaced directly beneath and presented toward said load carrying surface of said side frame, the improvement therewith of a resilient pad comprising a body of elastomer in compression load carrying relation between said load carrying and load receiving surfaces, said body having an upper elastometic surface conforming to and bearing on said load carrying surface of said side frame and having a lower elastometic surface conforming to and bearing on said load receiving surface of said adapter, said body having integral flanges spaced axially of said axle extending upwardly beyond said upper surface in straddling engagement with said side frame to prevent relative movement of said upper surface and side frame axially of said axle and having portions depending downwardly from said lower surface interlocking with said adapter to prevent relative movement of said lower surface and adapter axially of said axle whereby the entire portion of said body between said load carrying surface and load receiving surface is free to yield in shear axially of said axle.

2. In a railway truck as set forth in claim 1, wherein the portions of said body interlocking with said adapter comprises flanges integral with said body spaced axially of said axle and depending downwardly beyond said lower surface in straddling engagement with said adapter.

3. in a railway truck, as set forth in claim 2, wherein said adapter includes projections extending axially from opposite ends thereof and wherein said downwardly depending flanges have notches disposed therein receiving said adapter projections to facilitate positioning of said body in alignment with said adapter.

4. In a railway truck, as set forth in claim 1, including an elongate rigid plate disposed within and bonded to said body intermediate said upper and lower surfaces and extending substantially parallel to the axis of said axle.

5. in a railway truck, as set forth in claim 4, wherein said plate projects axially of said axle beyond opposite sides of said side frame to provide reinforcement for said upwardly extending flanges.

6. In a railway truck, an axle extending transversely of said truck, a bearing carried axially of said axle, a side frame having downwardly depending pedestal jaws spaced fore and aft of said bearing and a load carrying surface defined between said jaws and positioned directly above said bearing, a bearing adapter overlying and carried by said bearing, said adapter having lugs spaced on opposite sides thereof axially of said axle and straddling said pedestal jaws to provide limited end play clearance for axial movement of said axle relative to said side frame and having a load receiving surface spaced directly beneath and presented toward said load carrying surface of said side frame, said adapter also having projections extending axially from opposite ends thereof, the improvement therewith of a resilient pad comprising a body of elastomer in compression load carrying relation between said load carrying and load receiving surfaces, said body having an upper elastomeric surface conforming to and bearing on said load carrying surface of said side frame and having a lower elastomeric surface conforming to and bearing on said load receiving surface of said adapter, said body having integral flanges spaced axially of said axle extending upwardly be end said u per surface in straddlmg engagement w1 said side rame to prevent relative movement of said upper surface and side frame axially of said axle, said body having integral flanges spaced axially of said axle and depending downwardly beyond said lower surface in straddling engagement with said adapter, said downwardly depending flanges having notches disposed therein receiving said adapter projections to facilitate positioning of said body in alignment with said adapter and an elongate rigid plate disposed within and bonded to said body intermediate said upper and lower surfaces and extending substantially parallel to the axis of said axle, the entire portion of said body between said load carrying surface and load receiving surface being free to yield in shear to accommodate axial movement of said axle relative to said side frame.

7. A resilient pad for a railway truck including an axle extending transversely of the truck, a bearing carried axially of the axle, a side frame having downwardly depending pedestal jaws spaced fore and aft of the bearing and a load carrying surface defined between the jaws and positioned directly above the bearing, a bearing adapter overlying and carried by the bearing and having lugs spaced on opposite sides thereof axially of said axle and straddling the pedestal jaws to provide limited end play clearance for axial movement of the axle relative to the side frame and having a load receiving surface spaced directly beneath and presented toward the load carrying surface of the side frame said pad adapted to be positioned between the side frame and adapter and comprising a body of elastomer having upper and lower elastomeric surfaces comformable to said load carrying and load receiving surfaces, respectively, said body having integral flanges spaced on opposite sides thereof extending upwardly beyond said upper surface for straddlingly engaging said side frame to prevent relative movement of said upper surface and side frame, said body also having integral flanges spaced on said opposite sides thereof depending downwardly beyond said lower surface for straddlingly engaging said adapter to prevent relative movement of said lower surface and adapter.

8. A resilient pad, as set forth in claim 7, including an elongate rigid plate disposed within and bonded to said body intermediate said upper and lower surfaces and extending substantially between said opposite sides. 

1. In a railway truck, an axle extending transversely of said truck, a bearing carried axially of said axle, a side frame having downwardly depending pedestal jaws spaced fore and aft of said bearing and a load carrying surface defined between said jaws and positioned directly above said bearing, a bearing adapter overlying and carried by said bearing, said adapter having lugs spaced on opposite sides thereof axially of said axle and straddling said pedestal jaws to provide limited end play clearance for axial movement of said axle relative to said side frame and having a load receiving surface spaced directly beneath and presented toward said load carrying surface of said side frame, the improvement therewith of a resilient pad comprising a body of elastomer in compression load carrying relation between said load carrying and load receiving surfaces, said body having an upper elastometic surface conforming to and bearing on said load carrying surface of said side frame and having a lower elastometic surface conforming to and bearing on said load receiving surface of said adapter, said body having integral flanges spaced axially of said axle extending upwardly beyond said upper surface in straddling engagement with said side frame to prevent relative movement of said upper surface and side frame axially of said axle and having portions depending downwardly from said lower surface interlocking with said adapter to prevent relative movement of said lower surface and adapter axially of said axle whereby the entire portion of said body between said load carrying surface and load receiving surface is free to yield in shear axially of said axle.
 2. In a railway truck as set forth in claim 1, wherein the portions of said body interlocking with said adapter comprises flanges integral with said body spaced axially of said axle and depending downwardly beyond said lower surface in straddling engagement with said adapter.
 3. In a railway truck, as set forth in claim 2, wherein said adapter includes projections extending axially from opposite ends thereof and wherein said downwardly depending flanges have notches disposed therein receiving said adapter projections to facilitate positioning of said body in alignment with said adapter.
 4. In a railway truck, as set forth in claim 1, including an elongate rigid plate disposed within and bonded to said body intermediate said upper and lower surfaces and extending substantially parallel to the axis of said axle.
 5. In a railway truck, as set forth in claim 4, wherein said plate projects axially of said axle beyond opposite sides of said side frame to provide reinforcement for said upwardly extending flanges.
 6. In a railway truck, an axle extending transversely of said truck, a bearing carried axially of said axle, a side frame having downwardly depending pedestal jaws spaced fore and aft of said beaRing and a load carrying surface defined between said jaws and positioned directly above said bearing, a bearing adapter overlying and carried by said bearing, said adapter having lugs spaced on opposite sides thereof axially of said axle and straddling said pedestal jaws to provide limited end play clearance for axial movement of said axle relative to said side frame and having a load receiving surface spaced directly beneath and presented toward said load carrying surface of said side frame, said adapter also having projections extending axially from opposite ends thereof, the improvement therewith of a resilient pad comprising a body of elastomer in compression load carrying relation between said load carrying and load receiving surfaces, said body having an upper elastomeric surface conforming to and bearing on said load carrying surface of said side frame and having a lower elastomeric surface conforming to and bearing on said load receiving surface of said adapter, said body having integral flanges spaced axially of said axle extending upwardly beyond said upper surface in straddling engagement with said side frame to prevent relative movement of said upper surface and side frame axially of said axle, said body having integral flanges spaced axially of said axle and depending downwardly beyond said lower surface in straddling engagement with said adapter, said downwardly depending flanges having notches disposed therein receiving said adapter projections to facilitate positioning of said body in alignment with said adapter and an elongate rigid plate disposed within and bonded to said body intermediate said upper and lower surfaces and extending substantially parallel to the axis of said axle, the entire portion of said body between said load carrying surface and load receiving surface being free to yield in shear to accommodate axial movement of said axle relative to said side frame.
 7. A resilient pad for a railway truck including an axle extending transversely of the truck, a bearing carried axially of the axle, a side frame having downwardly depending pedestal jaws spaced fore and aft of the bearing and a load carrying surface defined between the jaws and positioned directly above the bearing, a bearing adapter overlying and carried by the bearing and having lugs spaced on opposite sides thereof axially of said axle and straddling the pedestal jaws to provide limited end play clearance for axial movement of the axle relative to the side frame and having a load receiving surface spaced directly beneath and presented toward the load carrying surface of the side frame said pad adapted to be positioned between the side frame and adapter and comprising a body of elastomer having upper and lower elastomeric surfaces comformable to said load carrying and load receiving surfaces, respectively, said body having integral flanges spaced on opposite sides thereof extending upwardly beyond said upper surface for straddlingly engaging said side frame to prevent relative movement of said upper surface and side frame, said body also having integral flanges spaced on said opposite sides thereof depending downwardly beyond said lower surface for straddlingly engaging said adapter to prevent relative movement of said lower surface and adapter.
 8. A resilient pad, as set forth in claim 7, including an elongate rigid plate disposed within and bonded to said body intermediate said upper and lower surfaces and extending substantially between said opposite sides. 